Railway traffic controlling system



Sept. 18, 1934. Q c wHlTNEY RAILWAY TRAFFIC CONTROLLING SYSTEM FiledAug. 22, l 1931 2 Sheets-Sheety l Sept. 18, 1934. G. c. WHITNEY1,973,736

RAILWAY TRAFFIC CONTROLLING SYSTEM Filed Aug. 22. 1931 2 Sheets-Sheet 26'/ /NVEN TDR Patented Sept. 18, 1934 UNTED STATES- RAILWAY TRAFFICCONTROLLING l SYST Gelbenv c. Whitney, New York, N. Y.

Application August 22, 1931, Serial No. 558,683y

16. Claims.

This invention relates to railway traffic controlling systems ingeneral, more particularly to the operation of power operated trackswitches, and specifically to a novel means providing rel leaseoperation of a plurality of such track switches whether operated orcontrolled electrically or electro-pneumatically and to provide signalsin the approach to such track switches and k has for an object toincrease the safety of traffic over such track switches.

The invention herein disclosed is related to my inventions as disclosedin my Patent No. 1,421,- 880, issued July 4', 1922, and my co-pendingapplications, Serial No. 549,148,11led July '7, 1931' and M seriai No.554,393 mee August 3, 1931.

The established practice of the art requiresthat a meansbe provided toprevent the operation of a. track switch when such operation would bedangerous` to a train moving over such switch. L This is particularlyimportant where the switch is operated by power. Associated with thetrack switch there is usually a signal which, when in the clearposition, indicates, among other things,

. that the track switch is in a safe position for the passage of thetrain. This safety is usually ob.-

tained by asystem of mechanical locking between thelever which controlsthe signal and the lever which controls the switch. Coupled with thisthere is an electric lock on the signal lever controlled by the presenceof a train on the track in the approach to the signal and so arrangedthat thislever, if the signalr was cleared for the train, cannot beplaced in a position to release 3.5; the lever controlling the switchwhile the train occupies saidtrack section in the approachto saidsignal. Also, there isV an electric lock on the switch lever, controlledby the presence of a train onthat-portion of trackin which thetrackswitch 40y located. These electric. locks may be of the gravitydrop type, or of the forced drop type, in which types the lockingelementa plunger, or equivalent-engages with the movable lever elementto prevent the lever movement under cer- 4'5. tain conditions. Thisarrangement is known as approach locking and detector lockingy accordingto its. application.

In. the arrangement, above referred to, it will be noted that the objectsought is to prevent the operation of a track switch and the means usedtoobtainthis effect i's applied in an indirect mannen iirst to the levercontrolling the signal and then tothe lever controlling the switch. Itshould also be noted' that, asa track switch has two positions so, also,must its controlling lever have two positions and in order to have theelectric lock eiective in both positionsan obstruction on the leverelement isV necessary so that the locking element may take eiect. Saidobstruction introducesa neutral zone in which said locking elementcannot take effect to prevent completing an operating circuit at leastonce.

My invention, disclosed in Patent No. 1,421,880, provides asysternofprotection embodied in the circuits which control and operate anelectrically 5E operatedv switch mechanism which prevents an operationvof the switch Witha train on the same portion of track, or in theapproach to said' portion of track, without regard to the position ofthe signal lever and, inv addition, if the switch mechanismhas'startedwhen the train approaches, it will compiete saidmechanismmovement and thereby prevent derailment, but when such Inovement is oncecompleted the switch cannot again be moved until thev track section isunoccupied. @i Also, saidl invention-provides a releasing means arrangedto require the positive cooperation of the engineman, or motorman, aswill be appreciated.

My coz-pending applications Serial Nos. 549,148 and 554,893 disclosenovel means oi'release and include special. signal indications atY thelocations of: the'releases.. ,f

rIn, this application I disclose a novel means of releases andi specialsignal indications at aA plurality of. locations and releasablycontrolling. a plurality of switch operating mechanisms on: a singletrack or on: aplurality oi tracks over which any signal. may govern'.One object of thisinveni tion is to provide a system whereby any and allswitchV operating mechanisms, normally track circuit controlled, may bereleasably operated, independent ofA track circuit control, fromselected points,l byv positive cooperation between the towerman andmotorman. The particular advantage ot such, an arrangement is that inthe event of the tailure ofa track circuit, the signal maintainer can1confine his attention to clearing ther track circuit trouble instead ofoperating switch` mechanismsby hand-an. operation in itself al hazard.

Further objects,V purposes and. characteristic features of my inventionwill` appear as the description progresses, reference being. hadV to.the accompanying, drawings showing in a wholly diagrammatic mannenandnot inv any way ina limitng sense, one form which my invention canassume and, notwithstanding the fact that I have illustrated and` willdescribe this present inventionn connection with the same certain formof all-electric operated' switch operating mechanism system set forth inmy prior Patent No. 1,421,880, and my copending applications, it will beclear from the drawings and specification that I have invented a releasedevice and signal means system of broad application equally applicableto the electro-pneumatic type of power operated track switch.

In order that this present invention will be understood more readily Ihave provided two drawings showing in simplified circuit design outlinethe essential parts of this invention as used in connection with theall-electrically operated system of my prior Patent No. 1,421,880 and mycopending applications, Serial Nos. 549,148 and 554,893.

In the drawings Fig. 1 portrays the invention as applied to two poweroperated track switches each of which is shown with its own release andsignal system and the plurality of units with plurality of releases andsignals for the remainder of the power operated track switches shown inFig. 1 is set forth in Fig. 2.

Referring to Fig. 1: I have shown a three track terminal layout, inpart, and consisting of tracks A, B, and C, and wherein track C isfurther identitled as tne east-bound track and track B is furtheridentified as the west-bound track, while track A is a stub-end trackfurther identihed as elevator. Each of these tracks including thecross-over tracks is composed of track rails appropriately insulated,one from the other, to permit the working of a track circuit, in theusual manner, and these tracks are further divided into track sectionsby means of insulated track rail joints; for example 103, adjacent toswitch 12, are insulated track rail joints; similarly this conventionalsymbol indicates an insulated track rail joint wherever shown in thesedrawings. As a means of train communication between tracks A, B, and C;crossover tracks including movable track switches 8, 9, 10, 11, 12 and13 are provided. 6 is a track derail installed to prevent a train movingwestbound out of track B while the crossover tracks are set up to permittrain movements from tracks A or C to the westbound track. Each of thesetrack switches 8, 9, 10, 11, 12 and 13 and derail 6 are power operatedby means of a mechanism SM controlled by their respective levers in aninterlocking machine located in the tower, as will be pointed outhereinafter. Appropriately disposed on each track there are signalsprovided to protect the several switches. These signals are socontrolled by the track circuits and levers in the interlocking machineas to prevent the signal being cleared unless the track is unoccupiedand the track switches are in proper position and locked, all in theusual manner. Associated with each signal there is a train stoppingmechanism, termed an automatic stop, arranged so that parts of such.automatic stop will co-act with car-carried related apparatus to stop atrain attempting to move past it (and its associated signal) if theautomatic stop is in the stop position, and if the automatic stop is inthe clear position such co-action will not be had and the train willnotbe stopped. In addition to the signal being controlled by trackcircuits, switches, and levers, as above pointed out, no signal can becleared unless its associated automatic stop is in the clear position.When a train has moved, in part, past a signal (and its associatedautomatic stop) in the clear position the signal will automaticallyassume the stop position, but the automatic stop will be retained in theclear position to prevent coaction between the stop and the followingcars of the same train until the entire train has passed said signal, inthe usual manner. The associated automatic stop for signal 5 is identied5S; similarly 3S, 4S, 15S, 16S and 17S are associated with theirrespective signals. The automatic stops are operated or controlled by amechanism, or other appropriate means which includes means for makingand breaking contacts whereby to control other circuits according as theautomatic stop is in the clear or stop position, as will be appreciated.

Other than the fact that a contact operated by the respective automaticstops is made use of in this particular disclosure 0f my invention, nopart of the wayside signal and automatic stop system hereinbeforedescribed is a part of my present invention, except that the waysidesignal and automatic stop system may be made use of for checkingpurposes, in the usual manner, as herenafter pointed out.

As before set forth the three tracks A, B, and C, are insulated andsectionalized to permit the working of the usual track circuit; thetrack rail portion of track circuit, Sec. 1, extends between signals 3and 15 on track A; the track rail portion of track circuit, Sec. 3,extends through double slip track switches 9 and 12, on track B; thetrack rail portion of track circuit, Sec. 4, extends from signal 16 totrack circuit, Sec. 3, on track B; the track rail portion of trackcircuit, Sec. 6, extends from signal 4 to track circuit, Sec. 3, ontrack B; the track rail portion of track circuit, Sec. 5, extends fromsignal 5 through track switches l0 and 13, on track C; the track railportion of track circuit, Sec. 10, extends from signal 1'7 to trackcircuit, Sec. 5, on track C; and the track rail portion of trackcircuit, Sec. 102, is located in the approach to signal 17. Each trackcircuit includes a source of energy and a track relay connected inseries with the respective track rail portionseach track circuit relaybeing arranged, in the usual manner, so that when no part of the trackrail portion of a track circuit is occupied by a train and the circuitis complete the respective track relay will close certain contacts,termed front contacts, and when any part of the track rail portion of atrack circuit is occupied by a train or the circuit is incomplete therespective track relay will cause said front contacts to open andcertain contacts, termed back contacts, to close. The track railscomprising the crossover tracks are suitably insulated and included inthe appropriate track circuit, in the usual manner, so that even asingle car train will produce appropriate action on the track circuitinstallation.

Solely in the interest of simplicity I have not shown the source ofenergy for any of the track circuits and for the same reason I haveshown the track relays for Sec. 102, Sec. 10, and Sec. 5, connected tothe respective track rail portions, while the track relays for Sec. 6,Sec. 4, Sec. 3, and Sec. 1, are shown set apart, but it will beunderstood that, in practice, each track circuit will be constituted andoperated, as hereinbefore set forth, in the usual manner. The trackcircuit relays for Sec. l, Sec. 3, Sec. 4, Sec. 5, Sec. 6, Sec. l0 andSec. 102, are hereinafter referred to respectively as lIR, 3TH, 4TR,5TH, GTR, lO'IR, and 102TR. l Y

The switch 13 is controlled by lever 13, represented by dotted line andcontacts, located in the tower, said contacts being represented inconventionall Simplified f orrn; and operative accordine to the legendof lever oontaot operation set ier-tn on the drawings. Lever 13- nas anormal andrei/eroe position corresponding tothe normal and. reverseposition of the track Switch 13.

o In both Figs, l and 2 the system is illustrated in the normalcondition with all tracksections unoccupied, all track relays energized(that is all front contacts made), all track switches setv in the normalposition, and all levers in the extreme normal position with theappropriate contacts made.

. Further, solely in the interest of simplicity, I have omitted theshowing of the circuits con, necteol to a source of energy andtherefore, it is to be understood that a suitable source of energy(battery) is connected between`wires50 and 51 and between wires 90 and91. Y

Associated with each switch controlling circuit I provide a relay (forexample WA.-l3), having two windings, one of which windings termed apick up coil is controlled by the track relay contacts and the otherwinding is controlled by Vcurrent flow in the switch controllingcircuit. i

The controlling circuit for the pickup coil of relay WAwlS may be tracedas follows; from battery (wire 5l) to contact 18 on lTR, wire 19,contact on 3'IR, wire 21, contact 22 on 4TH,

' wire 23, contact 24 on GTR, wire 25, contact 26 on 5TH, wire 27,contact 28 on lTR, wire 29, contact-30 on 102'IR, wire 31 to the pick upcoil of relay WA-13, thence to battery (wire As will be noted, wire 19has a branch circuit incluoling wire 32 and lever 8N contact to battery(wirel), so that when lever 8 (and switch 8)- is in the normal positionWA-13 relay is not controlledr by ITR. Pick up coils for relays VVA- 10,WATll, and WA-12 are controlled through this same circuit from battery(wire 51) up to wire 29 where a branch wire 33 to wire 34 is shownextending to WA-I'O relay pick up coil, thence to'battery (wire 59);frorn wire 33 to vwire 35 to WA-ll relay -pick up coil, thence tobattery (wire 50) and from wire 33 to wire 36 to WA-12 relay pickupcoil, thence to battery (wire 50),.

Similarly, the circuit for WA-G, WA-B, and WA4-#9 'relay pickup coilscan be Ltraced over the same circuit as above to wire 25 thenceI viawire 37 to Contact 38 on 5TR, wire 39, Contact 40 on IOTR, wire 4l toVVA-6 relay pick up coil, thence to battery (wire 50) from wire 41, tocontact 42 on 1TB., wire 43 to wire 44 to VVA-9 relay pick up coil,thence to battery (wire 50); and from wire 43 to wire 45 to WA-8 relaypick up coil, thence to battery (wire 50). Extending between wires 37and41 I provide a branch circuit including wires 46 and 47 and lever 12Ncontact so arranged as tok remove the influence of 5TR and IO'IR fromthis circuit when lever 12 (and switch 12) is in the normal position,

'Ihe pick up circuits of the WAT relays are.

arranged to insure that, under ordinary. operation, no energy will beapplied to a switch operating. control circuit when any of the tracksections concerned, is occupied, and, from the foregoing it willbeevident that the proper '1"13.V frontv contacts must be made infor,example, contact 53 on VVA-13 relay is to be closed to complete 13switch; control circuit in regularoperation as hereinafter described.

The operation of switch 13 by lever 13 will now be described:- Ii lever`13 be movedV tothe reverse operatingl (indioation) position, oontaotRDwill; be made and this sets'up the conditions. for operating the switchmechanism IBSM, as fol# lows; Current battery (wire 5l), contact 53; -ofWA-l re1ay,wire 54 to holdineooil of relay WAIB. Thence via wiresV 55and 5,6, lever con; tact 13RD, wire 57, contact 58 on switch mecha-,-nisrn 13SM, wire 60, to switch motor SMIBA to battery (wire 50). Themotor, through connection 6l, operates the track switch to its reverseposition and on Completion of the movement opens contact 58 and closescontact 5,9. places the circuits in position to operatev the trackswitch back to the normal position again when the lever 13 is moved tothe normal operating (indication) position. The operating circuit can betraced as before; from wire 55, lever contact ISNB (now closed), wire62, contact 59 on switch mechanism 13SM. (now closed) ,wire 63, toswitch motor SlVIlB to battery (wire-50'). This circuit is lfundamentalto electrically controlled track switches whether operated by direct oralter. nating current and whether operatedV by one or more sources ofpower.

In operation, it should be understood thatall track switch controllinglevers have al preliminary movement limited by a system of indicationlocking (not shown but commonly used and well known in this type ofinterlocking system) which prevents the respective lever from making upthe extreme contact N or R, as the case may be, un-, less and until thecorresponding switch operating mechanism has completed its movement, bybolt locking the switch, and indicating the same.

As pointed out in my Patent No. 1,421,880, the novelty in the use ofrelay VVA-13 resides in its maintaining the operating circuit if theswitch motor SM13 is drawing current from battery- (wires E50- 51) andpreventing the operating circuit being established if the motor SM13 isnot drawing current from said battery (wires 50-51), and any track relaycontact isV open. The switch operating control wire 62 also receivesenergy from battery (wire 51) through lever con-A tact 13N and wire 65.Contact 13R and wireifi` to wire 57 provides a similar control whenlever 13 is in the reverse position, as will be appro-- ciated. Y

As above stated, lever 13 has a preliminary movement which preventslever contacts 13N` and 13R being made unless certain conditions havebeen set up, and therefore, while the lever 13 moves between the normaloperatingV (indication) and reverse operating (indication) positions,lever contracts 13N and 13R cannot be closed,y and thus when lever 13 isin an operating posi?. tion the operating current for SM13 must e 17e-.iceived through contact 53 on VVA-13 relay, which requires, except ashereinafter pointed out, that the pick up coil of WA-13 relay mustbeenergized if the operating circuit is to be established.

` It has been shown thatA the operating current, for the switchmechanism IBSM is taken in seriesl through the holding coil of safetyrelay WA-fl and through contact 53 when this relay is ener-, gized. Thefollowing conditionartherefore, refv sult: When the lever 13 is placedin either N or R position, the operating circuit of switch mechf` anism1-3SM is not under the inuence of track circuit control; when the lever13 is not placedin either N or R position the operating circuitl `ofswitch mechanism 13SM is under the control'of,

WA13 relay; when the switch mechanism is drawing current relay WA-13 ismaintained energized by the holding coil; when relay WA-13`y stop saidfollowing train.

is deenergized the switch cannot be operated by power. Attention is heredirected to the fact that contact 53 does not open while the switchmechanism is drawing current; no provision, therefore, is necessary toguard against arcing of the contact even when this circuit is operatedon high voltage. Attention is also directed to the fact that I mayseparate the functions of relay WA-13 into two or more relays with thesame ultimate result as I have obtained with but one relay. By virtue ofcontact 53, relay WA-13 becomes a stick relay.

The application of this system will be understood by considering theapproach of a train eastbound, that is, in the direction of the arrow ontrack C. When signal 17 is clear, the route is established for thethrough movement of the train and when the train is on Sec. 102, Sec.10, or Sec. 5, a movement of the lever 13 cannot produce a correspondingmovement of the switch 13 since the pick up coil circuit of relay WA-13is opened by the track relays and the movement of lever 13 opening the Nand R contacts prevents current being supplied directly from Wire 51over wires 57 or 62 to the switch operating mechanism. In view of thetrack circuit control, contact 53 will be open controlling the currentto the switch operating motor SM13. Now, if the switch movement ispartially made when the train enters Sec. 102, although the pick up coilcircuit of relay VVA-13 will be deenergized, the holding coil of thisrelay is energized until the operating circuit is opened at contacts 58or 59 upon completion of the movement, when it becomes deenergized. Sec.102 is of such length that a train at maximum speed passing over it willconsume a greater time interval than that necessary for the completeoperation of the track switch movement. Where necessary, an additionalsection of track may be arranged to control the circuit of relay WA-l3for this purpose. By this arrangement switch 13 will be in position andlocked before the train enters upon Sec. 10 and it cannot again be moveduntil the train passes off this section, except as hereinafter pointedout. This system, therefore, becomes a substitute for approach locking,provides track circuit control of the switch mechanism, and insures acompleted movement of the switch independently of the track circuitcontrol, all in the most direct manner and independent of the positionor subsequent movement of the signal or its controlling lever and, also,independent of the position of the switch mechanism or the position orsubsequent movement of its controlling lever.

In practice it frequently happens that the route cannot be establishedfor a train approaching signal 17 and the signal 17 remains in the stopposition. In dense traffic, for instance, a previous train may not havecleared the route when the following train enters upon Sec. 102; signal17 and automatic stop 17S are used to It occasionally happens that atrain will over-run the signal, even though the train brakes have beenapplied by co-action with stop 17S, or a train may pass signal 17 (withstop 17S not in co-active working order) in the stop position on theinstruction of a hand signal or flag. Without the protection afforded bythe invention of my prior Patent No. 1,421,880 under these conditionsthe switch lever 13 is free to be moved and to operate the switchmechanism until the train enters Sec.v 10

when an electric detector lock, not shown in th drawings but commonlyused in practice, restricts the movement of the lever. Now, if the lever13 is not placed in a position, whereby the plunger of the electricdetector lock can take effect on the movable lever, before the trainenters Sec. 10, it is apparent that the lever 13 may be operated tocause an operation of the switch mechanism at any time. With theinvention of my prior Patent No. 1,421,880, this cannot occur as thetrack circuits control the switch operating current at all times, exceptwhen the switch motor is drawing current, and regardless of the electricdetector lever locks.

In the ordinary course of operation, it is, of course, necessary attimes to be able to operate the switch 13 when a train is stopped atsignal 17 and, therefore, occupying Sec. 102. I provide for this byrequiring the positive cooperation of the engineman or motorman togetherwith the operation of lever 13 to set up the conditions for operatingthe switch mechanism 13SM.

As shown in Fig. 1, I have provided a release device located at signal17 and have arranged and included this release device in co-operativecontrol of the switch mechanism 13SM in its operating circuit which maybe traced as follows: From wire 54 on relay Wfl-13, to wire 82a., tolever contact 13BD thence via wire 82 to relay 83 and wire 84 to battery(wire 51). Also I provide a shunting circuit including wires 95 and 97and normally open manually operable selfrestoring contact 98 and soarranged that when contact 98 is closed a low resistance shunt isestablished around relay 83. Also, I have provided a lamp signal circuitincluding a source of energy (wires gil- 91), lamp signal 89 and contact86 on relay 83. When relay 83 is energized to close contact 86 this lampsignal circuit will be complete and the lamp lighted, as will beappreciated. I have also provided a checking circuit including wires 99,100, 101 and contact 87 on relay 83 and normally closed self-restoringcontact 102 manually operable with contact 98 by operating member 94 toinsure that contact 98 and relay 83, after operation, are restored tothe normally open position. This checking circuit may be included in anysuitable signal or automatic stop control, as will be appreciated.

When the train is standing at signal 17, 102TR contact 30 being openand, therefore, WA-13 relay contact 53 being open and it is desired tooperate switch 13 to the reverse position to route the train to track B,the towerman moves lever 13 to the reverse operating (indication)position. As soon as the lever 13 contact RD is made, a circuit isestablished which may be traced as follows: from battery (wire 51)thence via wire 84, relay 83, wire 82, lever 13 contact BD (now closed),wire 82a, wire 54, holding coil on relay WA-13, wires 55 and 56, lever13 contact RD (now closed), wire 57, contact 58 on switch mechanism13SM, wire 60 to switch motor SM13, to battery (wire 50). Relay 83 has aresistance such that current now in this circuit, just traced, is notsufficient to energize relay WA-13 to close contact 53 or to start theswitch mechanism in operation, but is sufcient to close relay 83 contact86 to light lamp signal 89 and to open relay 83 contact 87. Current flowin this switch operating circuit is indicated to the motorman (train atsignal 17) by the lighting of lamp 89 and, by rule or design of thesignal associated therewith, the motorman is instructed to operate therelease device 94 and. with the closing of contact 98, a low resisttactce on relay wir-13, wire 69, relay indicator ance shuntcircuit isestablished around relay 83. When this shunt circuit is established,increased current, suflicient to operate stick relay WA-13 to closecontact 53, flows in the circuit. With the closing of contact 53 thefunctioning of the switch operating system is the same, as previouslyexplained, until `con-tact 58 on switch operating mechanism ISSM opensat the completion of the movement, which opens the operating circuitthus deenergizing relay JVA-13 and contact 53 opens. With the closing ofcontact 98 on release device 94, relay 83 is deenergized, contact 86opens and lamp signal 89 is extinguished thus standing as an indicationto the motorrnan that the switch operating mechanism hasrbegun tooperate; After contact 53 opens, switch operating mechanism 13SM cannotbe energized as long as the pick up coil circuit of relay Wfl-13 isopen, unless lever 13 is put in proper position and the same positivecooperation of the motorman obtained, as before. After the completion ofan operation thus performed the towerman may complete the movement oflever 13 and clear signal 17 or the motorman may proceed by instructionVor hand .signal but the train being stopped cannot accelerate toover-run the switch points before the switch movement is completed.

In connection with WA-13 relay, I have provided a circuit includingbattery (wire 51), conlarnp '70 to the battery (wire 50). Contact 58 isclosed and this circuit completed with lamp lighted whenever relay WA-13is deenergized.

M'Iherefore, whenever the pick up coil circuit of -rel'a'y WA-IS is openrelay indicator lamp 70 will be lighted indicating to the towerrnan thatthe switch cannot be moved by power, except under the release operationabove explained. Now, when relay WA- 13 is energized by the clos- -ingof release device contact 98, lamp '70 will be extinguished until theswitchY mechanism 13SM Contact 58 opens at which time the lamp 70 willbe lighted again, and with lever 13 in an operating position this cycleof lamp illumination operation indicates to the towerman that therelease device has been operated and that the switch mechanism 13SM hascompleted its movement. If the lever 13 be not in an operating position,lamp '70 'lighted indicates that some part of a route inwhich switch 13is included, is occupied or some circuit incomplete and lampl '70 notlighted indicates that no part of a route in which switch 13 isincluded, is occupied by a train.

.It should be noted that in the event of the pick up jcircuit of relayWA--13 being completed by the' closing of any track relay contact,contact 53 on relay WA-13 will close and (lever 13 being in an operatingposition) the switch move- .ment will be started just the same as thoughre- 'lease contact 98 had been operatedand obvi- ,13 insofar as theordinary operation is concerned but differs in respect to release deviceoperation as will be pointed out hereinafter, In View of the foregoingit is believed that expanding the drawings and specication to showreference numbers -and description as to the ordinary operation ofswitch 10 by lever 10 is not necessary to a com` plete understanding ofthis invention. It will be noted that no approach track circuit isprovided in the approach to signal 5 and that the pick` up coil of relayWA-lo is not controlled by IZTR.

As shown in Fig. 1, I have provided a release device located at signal 5and have arranged and included this release device in cooperativecontrol of the switch mechanism 10SM in its operating circuit which maybe traced as follows: From wire 154 on relay Wfl-10, to wire 182a, tolever contact loBD, thence via wire 182D, to contact controlled byautomatic stop mechanism 5S and closed only when 5S is in the stopposition, thence to wire 182 to relay 183, thence via wire 184 tobattery (wire 51). Except that automatic stop 5S must be in the stopposition the functioning of the releasing system for switch 10 from thelocation of signal 5 is similar in all respects to the functioning ofthe releasing system for switch 13 from signal location 17, hereinbeforeexplained at length. In View of the above it is believed that furtherdescription is not necessary to a complete understanding of the releasecircuit operation of switch 1) from signal 5 location.

In the further interest of simplicity in the drawings I have not shownthe complete switch control and operating circuits for the ordinaryoperationl of switches 8, 9, 11, and 12 and derail 6 by their respectivelevers which in practice will be precisely similar to the control ofswitch 13 by lever 13, except as to the-control of the pick up coils ofthe respective WA relays, hereinbefore described, and' except as to therespective releasing circuits hereinafter set forth in the descriptionof Fig. 2.

Now, it is apparent that every track switch in this track layout may beoperated over as a facing point switch, that is, a track switch, whichif moved while a train is moving over it, will derail the train and,therefore, a release device, constituted and connected similarly to thatat signal 1"?, must be located at every signal. Similarly, it should beapparent that every track switch in this track layout may be operatedover as a trailing switch, that is a track switch arranged to permittrain movement from either of two tracks to one track. For example,switch 12 is a trailing switch insofar as eastbound train movements areconcerned while the same switch 12 is a facing point switch insofar aswestbound train movements are concerned. Similarly, it should be clearthat in any two switches, forming a cross-over track, one switch will befacing point and the other switch will be trailing point with respect totrain movement in one direction and for train movement in the oppositedirection the former switch will be trailing point and the latter switchwill be facing point. Therefore, it is permissible to operate the twoswitches of a crossover track simultaneously, for ordinary operations,by one lever. While this situation simplifies and speeds up theoperation of an interlocking machine, the release operation of oneswitch of a cross-over must be carried out independently of the otherswitch of said crossover, for the reason, for example, that releaseoperation of both cross-over switches 10 and 11 from the location ofsignal 16 would result in switch 10 being thrown under a train movingwestv bound over switch 1() in the normal position. In the event that notrain was occupying section 5, release operation of switch 10 fromlocation 16 not only would be permissible but actually requiredin caseno train motorman was available to release switch 10 from signal 5location on track C. In

l line has a branch bus line from Wire GW5 as Fig. 2, I have illustratedthe application of my invention to the solution of this problem.

Referring to Fig. 2: At the top of the drawing I have shown thereleasing circuit control of Wfl-13 rela-y controlling switch 13 and atthe `bottom of the drawing I have shown the releasing circuit controlor" WA-10 relay, all of which, including character references, is thesame as shown in Fig. 1, and the description hereinbefore set forthapplies. Similarly, the releasing circuit for derail 6 and switch 12,controlled direct from the release device located at signal 4 over wire6-12-82 including a contact made only in the stop position of automaticstop 4S; the releasing circuit for switch 8 controlled direct from therelease devices located at signal l5 and signal 3 over wire 8-82including a contact both made only in the stop position of automaticstops 15S and 3S; and the releasing circuit for switch 9 and switch 11controlled direct from the release device located at signal 16 over wire9-11-82 including a contact made only in the stop position of automaticstop 16S; are shown in Fig. 2. In view of the above it is apparent thatderail 6 and switches 8, 9, 10, 11, 12, and 13 may be release operatedfrom selected locations independently of track circuit control, thedirect release location being placed with respect to train movementwhich operates over the respective switches as facing point switches,except as to switch 8 and release location 15.

Since two switches, one of which is facing point and the other istrailing point, are involved the means required to release operate thetrailing point switch must be track circuit controlled and to accomplishthis I provide a circuit, termed a bus line, connecting all of therelease operating wires 82, 6-l2-82, and so on, which bus line circuitmay be traced as follows: From lwire 82 via wire GW, contact on lO'IR,Wire GWl, contact on 5TR, wire GW2, contact on GTR, wire GWB, contact on3TR, wire GW4, connecting to wire 6-12-82 and continuing to contact onSTR, wire GW5, contact on GTR, wire vGW6, contact on 3TR, wire GW'l,contact on 4TR, wire GW8, connecting to wire 9-11-82 and continuing tocontact on 4TR, Wire GW9, contact on STR, wire GWlO, contact on 5TR,wire GWll, and connecting to wire 182. This bus wire GW12, to contact onGTR, wire GW13, contact on lTR, and wire GW14 connected to wire 8-82.

This bus line above traced, while always at lthe potential of battery(wire 51) via of relays windings 83, 183, etc.; may also have the samepotential impressed via the WA relay contacts 53, 153, etc., but onlywhen a switch operating mechanism is drawing current; or when the pickup I coil of a WA relay is energized closing the re- `Z WA relay pick upcoil circuit is open (at a TR contact or otherwise) under whichcondition current will flow from battery (wire 5l) through therespective direct releasing circuit including the respective 83-183etc., relays; and from battery 'I (wire 51) through any and all otherreleasing circuits including 83-183 etc., relays according as the busline circuit including TR contacts, is complete. Current flow throughthe 83-183 etc., relays closes the respective contacts 86 causing thedisplay of the release signals 89 etc.,

at the respective locations and this condition will remain until eitherthe pick up coil circuits of the WA relays are completed or a manuallyoperated release device 94-194 etc., is operated.

As before stated, Fig. 2 illustrates a plurality of direct releasingcircuit and signal combinations including those shown in Fig. 1 forswitches 13 and 10, which combinations have been interconnected by atrack-circuit-controlled bus-line to provide release operation of aswitch mechanism from one of a plurality of releasing locations as wellas to provide release operation of a plurality of switch mechanisms froma single release location. As will be observed from Fig. 2, all of theswitch operating mechanisms may be directly release oper-ated from atleast one location. The indirect or plural release operation will beclear from the followingz--It will be noted that the normal trackcircuit control (pick up coils) of relays WA-6 (for the derail mechanism6) and WA-12 (for the switch operating mechanism l2) includes contactson track circuit relays STR, 4TR, and GTR. In the event that section 4is occupied by a train, or the track relay 4TR is deenergized due totrack circuit failure, the movement of either controlling lever 6, orlever 12, to the operating position would not produce a correspondingderail or switch mechanism movement for the reason that the 53 contacton the respective WA relays would be open. Now, if the automatic stop 4Scontact is closed (indicating that the stop is set in the trippingposition) the circuit of the derail and switch mechanisms is extendedfrom the holding coils of the relays WA--6 and WA-l2 through BD contacts(now closed) on the respective levers, via Wire 6-12-82 to the (83)relay located at signal 4 where, due to relay (83) being energized, asignal (89) Would appear, as hereinbefore explained in connection withthe release operation of switch 13. In the event that there is no trainin station track B there would be no motorman response to operate thepush button (94) at signal 4 location. By means of the bus-lineconnected to wire 6-12-82 means are provided whereby a branch circuittraced through contacts on STR, GTR, 5TR, and 10TR extends, via wire 82,to the releasing means at signal 17 1ocation where relay 83 would beenergized, thus displaying release signal 89; and a branch circuit alsomay be traced from wire 6-12-82 thence over contacts on 3TR, STR, andlTR to wire 8--82 to the releasing means at signal 15 and signal 3locations where the respective (83) relays would be energized, thusdisplaying re- Y rent to flow to energize WA-G and WA--12 relays toclose the respective (53) contacts whereupon the individual switchmechanisms function, as explained hereinbefore. It will be appreciatedthat the shutting of one (83) relay acts to shunt all (83) relays and,therefore, all (89) signals become extinguished. In view of the BDcontacts being included in the circuits as shown it should be apparentthat the respective lever must be in an operating position in order torelease operate the respective switch mechanism and, therefore, therelease operation, above described, applies to either or both switchmechanism 12 or derail mechanism 6. Contacts BD on the respective leversalso provide the means whereby, for example, with lever 13 in the fullnormal or -full reverse position, energy (battery wire 51) via contactsN and R on lever 13 is prevented from backing around through the holdingcoil Aof relay WA-13 thence via the bus-line contacts to by-pass therelease operation control of other WA relays. In the even-t of trackrelay STR or STR vbeing deenergized, `the release operation of switch 12and derail 6 can be made only from the facing point direction `atsigna-l 4 location, due to the bus-line contacts STR and GTR being openon both branch circuits of wire 6-12-82 As further description of Fig.2: Assume that section 6 is occupied by a trai-n, or that STR isdeenergized on account of track -circuit failure, and it is desired tooperate switch 10: Placing lever 10 in an operatingY position would notresult in energy flow to 10SM because the 153 contact on WA-lO relaywould be open. With lever 10 in an operating position and automatic stop5S in a tripping position the circuit of 10SM will be'extended over wire182e, lever contact 1-0BD, wire 182i), contact on 5S (now closed), towire 182, to relay 183, thence over wire 184 to battery (wire 51), andcurrent ilow in this circuit will result in energizing said relay 183 todisplay release signal (89) at signal 5 location-in substance--thedirect releasing circuit is set up. By means of the bus-line GWll Wireconnection to wire 182, a branch releasing circuit is also extended over5TR, STR, and LTR to Wire 9-11-82 and thence via relay (83) to battery(wire 51), and energy flow in this branch circuit will result in theenergizing oi said relay (83) to display the release signal (-89) atsignal location 16. Theoperation of the motormans release button 194 toshunt relay 183 at signal location 5, or the operation of the motormansrelease button at signal location 16, will result in increased currentflow in the switch mechanism circuit for 10SM, as hereinbeforeexplained, and contact 153 on WA-lO relay will be closed, thus resultingin the release operation of 10SM.

The closing of the manually operated contact 98-198 etc., rst operatedwill cause current flow through the holding coils of all WA relaysincluded in a completed direct releasing circuit (or circuit made upthrough the bus line) wherein the respective switch operating circuit,including lever, automatic stop, and mechanism, contact's, is completeand the pick up coil circuits of the respective WA relays are open.Also, the closing of the manually operated contact 98-198 etc., firstoperated eXtinguishes all release signals 89 etc. The resistance ofrelays 83-183 etc., is selected such that current rilow through all suchrelays connected in multi-ple is not sufficient to energize the holdingcoil of a single WA relay to close its front contacts.

From the above description it should be clear that any number of singledirect releasing circuits, as illustrated in Fig. 1 and described inconnection with switch 13 and switch 10, may be joined by bus lineincluding TR contacts appropriately arranged.

Contacts N and R on the respective levers may be omitted entirely andthe system will function properly by the pick up coils oi the respectiveWA relays controlling through the track circuit relays only. Anadvantage secured by having the potential of battery (wire 51) impressedon the switch operating circuits when theV lever is in an N or Rposition is that if a switch should be misplaced and a controlling trackrelay open, conditions will be established automatically, by meanswithin the switch 'operating mechanism (not shown but standard andcommonly used in this type of apparatus) to move the switch into aposition corresponding with its controlling lever. In the event thatsaid N and R contacts are omitted I prefer to use an electric releasetype of mechanical brake applied to the switch operating mechanism andincluded in the switch operating control circuit to prevent the switchmechanism being misplaced.

Furthermore, one or .more relays controlled by a lever or other controlmay be substituted for the' direct lever control illustrated in thisdisclosure or" my invention.

The track circuit control of the switch mechanism is always effective tocontrol the operating current except for the interval during which thevmechanism is drawingcurrent. This is a form lof protection superior tothat indirectly obtained from track circuit controlled locks applied tolevers.

I desire to direct special attention to the fact that since thisreleasing and signal system is connected Yin the energy supply to levers`controlling the switch operating mechanisms it is equally applicable tothe electro-pneumatic power operated switch operating system.

The above rather specific description of one form or" my invention, isgiven solely by way of illustration, and is not intended, in any mannerwhatsoever, in a limiting sense. Obviously my invention can assume manydifferent physical forms, and is susceptible of numerous modifications,and all such forms and modifications `are intended to be included, inthis application, as come within the scope of the appended claims.

Having described kmy invention, I now claim:v

1. In a railway traic controlling system including track circuit controlof power operated track switch operating mechanisms, a releasing circuitincluding a plurality of normally open manually operable -contactsconnected in multiple, said releasing circuit including a lever contactmade only in an operating position of said lever, and a plurality ofsignals to indicate that a manually operable contact is to be operated,said manually operablecontact nullifying said track circuit control ofsaid switch operating mechanism.

2. In a railway trailic controlling system including track circuitcontrol of power operated track switch operating mechanisms, a releasingcircuit including a plurality of normally open manually operablecontacts connected in mult-iple, said releasing circuit including alever contact made only in an operating position of said lever, and aplurality of signals to indicate `that a manually operable contact is tobe operated, said manually operable contact nulliiying said trackcircuit control of said switch operating mechanisms, said contactoperatic-n also .extinguishing said plurality of signals.

3. In a railway tra-nic controlling system including track circuitcontrol of power operated track switch operating mechanisms, apluralityA 4. In a railway traino controlling system including trackcircuit control of power operated track switch operating mechanisms, aplurality of releasing circuits, each oi said circuits including a levercontact made only in an operating position of said lever, a plurality ofnormally open manually operable contacts, a signal associated with eachof said manually operable contacts to indicate that said contact is tobe operated, and a bus line including track circuit relay contactsjoining all of said releasing circuits.

5. In a railway trame controlling system including track circuit controlof power operated track switch operating mechanisms, a plurality ofreleasing circuits, each of said circuits including a lever contact madeonly in an operating position of said lever, each of said releasingcircuits controlled directly from at least one normally open manuallyoperable contact, each of said releasing circuits controlled iromanother normally open manually operable contact over a circuit includinga track circuit relay contact, and a signal controlled by each of saidreleasing circuits to indicate that a normally open manually operablecontact is to be operated, said releasing circuits controlling circuitsfor said mechanisms independently or" said track circuit control.

6. In a railway traffic controlling system including track circuitcontrol of power operated track switch operating mechanisms, a releasingcircuit including a lever contact made only in an operating position ofsaid lever, a normally open manually operable contact controlling saidreleasing circuit in combination with said lever contact, and a signalto indicate that said manually operable contact is to be operated, saidsignal controlled by said lever contact, said releasing circuitcontrolling the circuit of a switch operating mechanism independently ofsaid track circuit control.

7. In a railway traiiic controlling system including track circuitcontrol of power operated track switch operating mechanisms, a releasingcircuit including a lever Contact made only in an operating position ofsaid lever, a normally open manually operable contact controlling saidreleasing circuit in combination with said lever contact, said releasingcircuit included in the operating circuit of a switch operatingmechanism and controlling said mechanism independently of said trackcircuit control.

8. In a railway traic controlling system including track circuit controlof power operated track switch operating mechanisms, a signal means,said means controlled by a circuit including a lever contact made onlyin an operating position of said lever, and a shunt circuit including anormally open manually operable contact, said manually operable contactnullifying said track circuit control of a plurality of switch operatingmechanisms.

9. In a railway traiiic controlling system including track circuitcontrol of a power operated track switch operating mechanism, a lever,said lever selectively controlling said mechanism, a

signal means, said means controlled by a circuit including a contactmade only in an operating position of said lever and by a contact on thewayside apparatus of a train stopping device, and a shunt circuitincluding a normally open manually operable contact, said manuallyoperable contact nullifying said track circuit control of said switchoperating mechanism.

10. In a railway traine controlling system including a power operatedtrack switch operating mechanism, a detector track circuit, said trackcircuit controlling said mechanism, wayside apparatus of a trainstopping device, a releasing circuit including a normally open manuallyoperable contact and a contact made in the stopping position controlledby said device, and a signal to indicate that said manually operableContact is to be operated, said signal and said manually `operablecontact remotely located, said releasing circuit nullifying said trackcircuit control of said mechanism.

11. In a railway trafiic controlling system including track circuitcontrol of a power operated track switch operating mechanism, waysideapparatus of a train stopping device, a releasing circuit including anormally open manually operable contact and a contact made in thestopping position controlled by said device, said releasing circuitnullifying said track circuit control of said mechanism, and a signal toindicate that said manually operable contact is to be operated.

12. In a railway trac controlling system including track circuit controlof a power operated track switch operating mechanism, a circuitcontrolling said mechanism, said circuit controlled by a lever, a relayhaving an operating coilcontrolled by said track circuit and a holdingcoil included in the circuit of said mechanism; said relay at timescontrolling said circuit, and a circuit established by said lever in itsextreme positions to energize said mechanism circuit independently ofsaid relay.

13. In a railway traic controlling system including track circuitcontrol of a power operated track switch operating mechanism, a circuitcontrolling said mechanism, said circuit controlledl by a lever and bysaid track circuit, a circuit established by said lever in its eXtremepositions to energize said mechanism circuit independently of said trackcircuit, a relay and circuit controlled by said lever in an operatingposition when said track circuit is occupied, a signal, said relaycontrolling said signal, and a circuit including a manually operablecontact, said circuit and contact for controlling said relay andnullifying said track circuit control of said mechanism circuit.

14. In a railway traflic controlling system including track circuitcontrol of a power operated track switch operating mechanism, a circuitcontrolling said mechanism, said circuit controlled by a lever and bysaid track circuit, a circuit established by said lever in its extremepositions to energize said mechanism circuit independently of said trackcircuit, a relay and circuit controlled by said lever in an operatingposition when said track circuit is occupied, a signal, said relaycontrolling said signal, a circuit including a contact on a manuallyoperable releasing device, said circuit and contact for controlling saidrelay and nullifying said track circuit control of said mechanismcircuit, and a checking circuit including a normally closed contact onsaid device and a normallyy closed contact on said relay.

15. In a railway traflic controlling system including track circuitcontrol of a power operated track switch operating mechanism, a circuitcontrolling said mechanism, said circuit controlled by a lever and bysaid track circuit, Wayside apparatus of a train stopping device, acircuit including a relay and a contact controlled by said trainstopping device controlled by said lever in an operating position whensaid track circuit is occupied, a signal, said relay controlling saidsignal, and a circuit including a manually operable contact, the lastmentioned circuit for contrain stopping device controlled by said leverin an operating position when said track circuit is occupied, a signal,said relay controlling said signal, and a circuit including a manuallyoperable contact and a track relay contact for controlling said relayand for nullifying said.v track circuit control of said mechanismcircuit.

GILBERT C. WHITNEY.

